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April 9, 1946. D A YOUNG ETAL 2,398,201

MOTOR Filed May 6. 1943 3 Sheets-Sheet 1 mns-swf Raf-aural? LEGEND 45 ISSSSXSSSPRESSURE mOXIDIZER um FUEL 0 T @wl D JIA Y .B l H April 9, 1946. D, A YOUNG ETAL' 2,398,201

MOTOR Filed May 6, 1943 I5 Sheets-Sheet 2 7 I Id n Y.. "ub/l 13A/1 WIJ ,0., omo youuu ,or '05 mum swuznrlsw ,02 FIG 4 JNVEWORS.

BY //y Assur GROSS REFERENCE SEARCH ROOF April 9, 1946. .A.Y U1-| mL 2,398,201

MOTOR Filed May 6, 1943 3 Sheets-Sheet 3 FIG. 5

R D v b c E DAVID A. Youlvs MARTIN SUMMERFIELD INVENTOS. TIME FIG. 6 f

BY @mi AGENT Patented Apr. 9, 1946 MOTOR David A. Young, Pasadena, and Martin Summerfield, Arcadia, Calif., assignors to Aerojet Engineering Corporation, Azusa, Calif., a corporation of Delaware Application May 6, 1943, Serial No. 485,866

9 Claims.

Our invention relates to jet propulsion systems of the type including a jet propulsion motor andr separate containers of liquid propellants with conduits for supplying the propeilants separately to the Jet motor. In this type of system the propellants are forced through the conduits by a force supplied from the pressure of an inert gas in an auxiliary tank. In accordance with our invention we regulate the supply of propellant to the motor by controlling the now of the propellants through the conduits leading to the motor and simultaneously controlling the pressure in the propellant tanks.

A feature of our invention is the provision of a main control valve which regulates the fluid pressure to open both valves in the propellant feed conduits and to operate a valve in the pressure supply conduit. Another feature resides in the provision of means for retarding the application of the fluid pressure control force to one of the valve control elements to initially inject propellants into the combustion chamber at gradually increasing rates in order to avoid excessive initial thrust.

While our invention may be used in connection with the propulsion of a wide variety of different devices and vehicles, it is particularly useful in the propulsion of aircraft and therefore its advantages are herein described relative to such application. It is understood that our invention is not limited to aircraft alone. The advantages of our invention may be better understood from the following description taken in conjunction ywith the accompanying drawings wherein:

tanks 3' and 3" respectively containing a liquid fuel such as aniline) and a liquid oxidizing agent (such as redr fuming nitric acid) which are spontaneously combustible as more fully disclosed in copending application by John W. Parsons and Frank J. Malina Serial No. 486,236, led May 8, 1943, and an auxiliary container 5 containing an inert gas (such as nitrogen) at a high pressure, say, 1800 p. s i. (pounds per square inch). The jet motor I is of a type comprising a tubular body section 1 having a De Laval nozzle 9 mounted on the, rear end thereof and a propellant injector I I mounted on the front end thereof. The tubular body section, injector, and nozzle form a combustion chamber open to the surrounding medium through the throat of the nozzle. The injector has a pair of propellant injection orifices communicating with the combustion chamber and which also communicate with the respective pro- Fig. 1 is a schematic diagram of a jet propulsion Y system incorporating our invention;

Fig. 2 is a side elevation partly in cross section of a three-way electromagnetically controlled globe valve useful4 as a main control valve;

Fig. 3 is a side elevation, partly in section, of a pressure line control valve;

Fig. 4 is a side elevation, partly in cross-section of a restrictor adapted to retard the application of fluid pressure control forces to the propellant control valves;

Fig. 5 is a plan view, partly in cross-section of a preferred propellant control valve; and

Fig. 6 is a graph used in representing the variations of iet propulsion thrust with time, with and without our invention.

In Fig. 1 we have shown a .iet propulsion system comprising a jet motor I. two propellant supplyv pellant tanks 3"and 3" through corresponding dispensing conduits I3' and I3".

Each of said conduits I3' and I3" includes one of a pair of valves Ii'and I5" synchronously operable as set forth in the copending application Serial No. 486,077. filed May 7, 1943, by Martin Summerfield. The degree cf opening of these two valves may be regulated by a pneumatic control element I1 and thus the rate of injection of the propellants into the jet motor is controlled in a predetermined manner. The propellant control valves IB' and Ii" and the valve control element I1 are preferably constructed as a single unit as shown in Fig. 5.

In the wall of the nitrogen tank there is a hand valve I8 which connects a main pressure line having a first section, a second or midsection, and an end section, I9A, ISB and ISC respectively connected in the line, in the order named, beginning from the hand valve I8. This main line includes a pressure regulator 2I separating the rst section ISA from the second section IBB, a T-connection 23 in the second section connecting to a branch 33 of the main pressure line. The midsection terminates in an inlet I2 of a pressure line control vave 25, the outlet 28 of which connects with the end section ISC. The branch line 33 terminates in an inlet 51 of a main control valve 36. The end section ISC terminates in a T-connection 2l to which there are connected 4two branch lines 29' and 29" which communicate with the fuel and oxidizer tanks I and 3" respectively. The latter lines include check valves 3|' and 3|" respectively to prevent any possible back-flow of propellants from the tanks into the end section ISC of the main pressure line. 'I'he when main control valve 35 is remotely controllable and preferably of the electromagnetic type and communicates with a main control line 35 at the valve outlet 55. The main control line 35 connects with a rst branch control line 31 through which pressure may be applied to a pneumatic control element to actuate the pressure line control valve 25 and open the mid-section ISB to the end section ISC of the main pressure line. The main control line 35 also connects through a second branch control line 39 which connects with a pneumatic controlelement I1 of the propellant control valve unit. The branch control line 39 includes means, such as a restrictor 4|, which operates to retard the application of iiuid pressure to the pneumatic control element I1 compared with the speed of application ot such pressure to the pressure line control valve 25 through the branch control line 31.

The propellant control valves I' and I5" and the pressure line control valve 25 are preferably of the normally closed type.

The main control valve 35 is preferably electromagnetically controlled by the application of current from a battery 43 to a switch 45 through associated electrical conductors 41, 41 connected to a field coil in the main control valve.

With the current off the main control valve 36 closes the line 33 and opens the main control line 35 to the atmosphere through a vent 41 thus closing the pressure line valve 25 and the propellant now control valves I5' and |5". When current flows through the field coil of the valve the vent is closed of! and the branch 33 of the main pressure line communicates with the main control line 35 thus permitting gas at high pressure to now to the pneumatic control elements oi' the pressure line control valve 25 and the propellant control valve unit. Due to the action of the restricter 4lthe application of pressure to the propellant valve control element I1 is retarded and the propellant flow control valves 5' and I5" consequently open gradually.

In order to facilitate understanding the operation of the jet propulsion system shown in Fig. 1, a main control valve 35, a pressure line control valve 25, a restrictor 4|, and a propellant control valve unit I1 will now be described in greater detail.

An electromagnetically actuated main control valve of the type which we prefer to use is shown diagrammatically in Fig. 2. This valve assembly has a main cylindrical body section 5I and an end section 53 threaded thereon and which together form a valve chamber 55. The valve chamber communicates with an outlet 51 passing through the end section 53. The valve chamber also communicates with an inlet 55 and a vent 50.

A globe shaped valve head 00, mounted within the chamber, is supported at one end of a valve stem 6| extending through the chamber 55 wall at a point axially aligned with the valve outlet 51. When the current is off, the valve head is normally urged by a stiff spring 58 toward the opening to the outlet 51 which is thereby closed. When the current is on, the valve head closes the opening to the vent 59 and permits fluid to flow from the valve inlet 55 through the chamber 55 and out of the outlet 51.

On the end of the valve stem which is external to said valve chamber 55 there is secured an armature 53 which may be displaced axially by passing electrical current to the field coil 55 mounted within a chamber at the end of the valve remote from the valve inlet. The inlet connects with the main pressure branch line 33; the outlet 51 connects with the main control line 35 and the vent outlet 59 connects with the vent 41 as shown schematically in Fig. l.

A form of main pressure line control valve 25 suitable for our purposes is shown in Fig. 3. This valve comprises a generally cylindrical body 1| which has a passage extending axially from one end to the other. The mid-section of this passage is cylindrical and is of a smaller diameter than either cylindrical end section and communicates through a side opening 13 through an elbow connector 15 with the mid-section of the main pressure line |913.

At one end of the opening there is a threaded insert 11 which has an axial passage 19 extending therethrough forming an outlet 80. This insert holds alexible annular valve seat 8| against the adjacent end of the smaller cylindrical section of the passage extending through the valve.

A piston 33 longer than said middle cylindrical section ts into said section. This piston has a sharply tapered annular ring 90 at the valve seat end thereof. At the other end it has an enlarged piston section which iits in the larger portion of the cylindrical passage at that end of the valve.

The face of this enlarged piston adjacent the smaller piston section communicates with an opening 85 forming a passage 81 through the wall of the valve. The piston is normally urged toward the outlet 19 by a spring 89 and in this position closes the valve inlet 13. When gas under pressure is admitted to the side opening 85 from the branch 31 of the control line the piston is forced against said spring and operates to open the inlet 13 connected to the branch ISB of the main pressure line ISA, thereby permitting gas to now under pressure through the outlet 19 and into the control line ISC.

We prefer to use a restrictor 4| of the one-way type in the control line 39. Such a restrictor (shown in Fig. 4) has a body portion |0| having a side branch including an opening |03 and two end openings in one of which is an adjustable tapered screw |04 and in the other of which there is arranged means for urging a valve plate |02 having an orice therein against a shoulder at the side of a central chamber |05. The end including the Valve plate is connected to the high pressure side of the branch control line 39 which communicates with the propellant valve unit. The side branch |03 connects with the low pressure side of said branch line. In normal operation the tapered end of said screw is positioned opposite and extends partly into the orice of the valve plate. When gas iiows through such a restrictor from the inlet end, it flows slowly because of the narrow passage between the valve plate and the tapered end of the screw. On the other hand when gas ows in the opposite direction, the valve plate is displaced from the tapered end, permitting gas to flow rapidly in -this direction. Because of this feature the flow of propellants to the combustion chamber may be initiated slowly and be shut oi sharply.

The propellant control valve unit I1 shown in Fig. 5 comprises the fuel valve I5', the oxidizer valve I5", and the pneumatic control element I1 rigidly supported by a cross piece III with the controlvalves symmetrically arranged about the axis of the pneumatic control element. Both propellant control valves are of the pintle type.

Each comprises a body I|3 forming a cylindrical chamber |25 and having a tapered seat III, at the Junction between the cylindrical chamber and the valve outlet. Each valve head is supported at one end of a corresponding valve stem |25 which extends through a sealed end ot the valve. The valve chamber |25 of each valve is located between said seal and said tapered seat I i5. vThis chamber communicates through a corresponding side opening lit to the section ot a dispensing conduit (supply line) which is connected to the corresponding propellant container and the outlet communicates with the section of such conduit which connects to one of the propellant inJection orifices. An elongated section III of the valve head extends into the outlet section and an enlarged section on the head III is positioned within the valve chamber and seats against said body seat ii when the valve is in a closed position.

The rate at which a propellant may ilow in such line through the valve past the elongated section of the valve head and into the combustion chamber depends upon the displacement of the valve stem with respect to the valve body H3. To control such displacement the two valve stems are interconnected by a control link |20 rigidly secured to the external ends of the valve stems |23. The pneumatic control element I1 comprises a body |21 including a cylinder which is closed at one end except for a port |29 which may be connected to the branch control line 30. A spring loaded piston |20 is slidably arranged within this cylinder and is secured to one end of a shaft |30, the other end of which shaft is secured rigidly to said link |26.

Operation When the jet propulsion unit is prepared for operation an inert gas is introduced to the auxiliary container 5 at a high pressure, for example 1500 to 2000 lbs/sq. in., through a suitable connector in the wall oi' the auxiliary container. Fuel maybe introduced into the fuel container 3 by temporarily removing the safety plug in the wall of this container. Oxidizer may be similarly introduced into the oxidizer container 3".

The pressure regulator 2| is so designed that it produces a pressure of about 500 lbs/sq. in., on the low pressure side of the pressure feed line I9. Gas at this pressure is introduced through the inlet I2 of the valve 25, but when no current is ilowing to valve 25, flow of gas into the main control line 35 is prevented. At this time the control lines 35, 31. and 30 communicate to the atmosphere through the valve chamber 55, and the vent 59 and I1.

In this condition the pressure line control valve is closed as are also the two valves i5' and I5". When it is desired to produce thrust with the Jet motor, switch I5 is closed thus actuating the main control valve 35 and admitting nitrogen gas at a pressure of about 500 lbs/sq. in., to the control lines 35. 31, and 39. The force produced on the piston 83 by the introduction of such gas into the control element of valve 25 opens said valve rapidly and allows nitrogen to iiow into the branch lines 29 and 29" which communicate with the propellant containers 3' and 3". At the same time gas begins to leak gradually through the restrictor 4I and as it does so the increasing force applied `to the piston of the pneumatic control unit of the propellant control valve unit, thus lifting the valve heads Ill of the propellant control valves I5' and I5" slowly from the seats I|5 and permitting propellants to now o. fn

as separate stream at gradually increasing rates into the iet motor combustion chamber through corresponding orinces in the iniector il.

The propellants react in the combustion chamber with the liberation of a large amount of heat. The gases and vapors present in the chamber or produced there as a result of combustion, quickly fill the chamber with such gases and vapors at high temperature and pressure. As the pressure rises in the chamber and the propellant control valves I5 and I5" gradually open the increase in pressure in the combustion chamber counteracts to some extent the eilect of the increasing valve opening. The propellants flow into the combustion chamber at gradually increasing rates until the rates ci' iiow reach the value corresponding to the total pressure drop existing between the propellant tanks and the combustion chamber under normal operating conditions with the propellant control valves I5' and i5" completely open.

The effect of the gradual opening of the propellant valves on the variations of thrust with time as compared to the manner in which the thrust would vary with time it the propellant control valves were suddenly opened is brought out in Fig. 6. In this graph ordinates represent thrust and abscissae represent time.

If the valves were completely opened suddenly, a pressure drop equal to the diii'erence between the regulated pressure and the atmospheric pressure initially present in the combustion chamber (which drop in the case referred to here would represent a pressure dinerential of about 480 lbs.) would drive the propellants rapidly into the combustion chamberand thereby produce a correspondingly large thrust. The large initial thrust that might exist under these conditions is here represented by the high initial peak o f the dotted curve a. As the pressure in the chamber increases, the rate of injection of propellants would decrease and the thrust would decrease in a corresponding amount until it reached a constant level c corresponding to steady state operation of the Jet propulsion unit. Such a rapid rise to a large thrust could be injurious to the motor. to the airplane on which it is mounted. or to the supports holding the motor in place on the airplane. When thus operated the motor may be subjected to a peak thrust as much as two to four times the normal rated thrust.

By operating the jet propulsion system in accordance with our invention the absence of a high pressure in the combustion chamber during the initial operation of the jet propulsion unit is compensated for by slowly opening the propellant control valves I5' and I5 thereby impeding the ilow of propellants to the combustion chamber during the initial stage of operation. By properly proportioning the retardation action of the restrictor 4I to the dimensions oi the propellant control valves in accordance with the energy producing properties of the propellants, and the required characteristics of the motor, the production of excessively hgh thrust during the initial operating period may be avoided and the maximum thrust produced during the entire operating period limited to a value substantially equal to (not more than about 25% greater than) the normal rated thrust. Since a ,iet propulsion system operated in accordance with our invention need not be designed to withstand thrusts several times-greater than the rated thrust. we are able to achieve an increase in the thrust per unit weight of jet propulsion systems.

4 faaesoi We claim as our invention:

1. In a fluid control system. the combination of: a source of fluid under pressure: a container adapted for the storage of liquid; a fluid pressure conduit connecting said source to said container; a dispensing conduit connected to said container; pressure actuated first valve means in said fluid pressure conduit; pressure actuated second valve means in said dispensing conduit; a control conduit connecting said source to both of said valve means; a control valve in said control conduit whereby iluid under pressure is supplied from said source to both of said valve means to actuate them to open position when said control valve is open, said control valve being adapted in closed position for discharging to the atmosphere fluid under pressure from said control conduit between said flrst valve and said second valve means; and means in said control conduit between said control valve and said second valve means in said dispensing conduit adapted for retarding the application to said second valve means in said dispensing conduit of fluid pressure upon the` opening of said control valve whereby fluid pressure is lapplied gradually to said second valve means in said dispensing conduit.

2. In a fluid control system, the combination of a source of fluid under pressure; a container adapted for the storage of liquid; a fluid pressure conduit connecting said source to said container; a dispensing conduit connected to said container; pressure actuated first valve means in said fluid pressure conduit; pressure actuated second valve means in said dispensing conduit; a control conduit connecting said source to both of said valve means; a control valve in said control conduit whereby fluid under pressure is supplied from said source to both of said valve means to actuate them to open position when said control valve is open, said control valve being adapted in closed position for discharging to the atmosphere fluid under pressure from said control conduit between said control valve and said first valve means; and means in said control conduit between said control valve and said second valve means in said dispensing conduit adapted for retarding the application to said second valve means in said dispensing conduit of fluid pressure upon the opening of said control valve whereby said first valve means in said fluid pressure conduit is actuated more rapidly than said second valve means in said dispensing conduit.

3. In combination a jet motor: a plurality of containers of liquid propellants; an auxiliary container of fluid under pressure; a fluid conduit connecting each of said containers to said auxiliary container; first valve means in said conduit adapted for controlling the passage of fluid; flrst valve control means associated with said ilrst valve means; a dispensing conduit connecting each of aid plurality of containers to said Jet motor; scond valve means adapted for controlling thekpassage of liquid through each of said dispensing conduits: second valve control means so associated with said second valve means as to actuate said second valve means in all of said dispensing conduits simultaneously; a control conduit connecting said first and second valve control means to said auxiliary container, said first and second valve control means being adapted for actuating said valve means associated therewith to open position when fluid pressure is supplied to said first and second valve control means; and a control valve in said control conduit adapted for controlling the passage of nuid therethrough:

4. In combination a jet motor: a plurality of containers of liquid propellants; an auxiliary container of fluid under pressure; a fluid conduit connecting each of said containers to said auxiliary container; first valve means in said conduit adapted for controlling the passage of fluid therethrough; first valve control means associated with said first valve means; a dispensing conduit connecting each of said plurality of containers to said jet motor; second valve means adapted for controlling the passage of liquid through each of said dispensing conduits; second valve control means so associated with said second valve means as to actuate said second valve means in all of said dispensing conduits simultaneously; a control conduit connecting said flrst and second valve control means to said auxiliary container, said first and second valve control means being adapted for actuating said valve means associated therewith to open position when 'fluid pressure is supplied to said first and second valve control means; a control valve in said control conduit adapted for controlling the passage of fluid therethrough; and restricting means in said control conduit adapted for retarding the application of fluid pressure to one of said first and second Valve control means upon opening of said control valve.

5. In combination a jet motor: a plurality of containers of liquid propellants; an auxiliary container of fluid under pressure; a fluid conduit connecting each of said containers to said auxiliary container; first valve means in said conduit adapted for controlling the passage of fluid therethrough; first valve control means associated with said first valve means; a dispensing conduit connecting each of said plurality of containers to said jet motor; second valve means adapted for controlling the passage of liquid through each of said dispensing conduits; second valve control means so associated with said second valve means as to actuate said second valve means in all of said dispensing conduits simultaneously; a control conduit connecting said ilrst and second valve control means to said auxiliary container, said first and second valve control means being adapted for actuating said valve means associated therewith to open position when fluid pressure is supplied to said rst and second valve control means; and a control valve in said control conduit adapted for controlling the passage of the fluid therethrough, said control valve being adapted for connecting said first and second valve control means to the atmosphere when said control valve is in closed position; and restricting means in said control conduit adapted for retarding the application of fluid pressure to one of said valve control means relative to the other of said valve control means upon opening of saidcontrol valve` 6. In combination a jet motor: a receptacle containing fluid under pressure; a plurality of containers of liquid propellants; a fluid conduit connecting each of said containers to said receptacle; first valve means in said conduit adapted for controlling the passage of uid therethrough; a dispensing conduit connecting each of said containers to said jet motor; second valve means in each of said dispensing conduits adapted for controlling the passage of liquid therethrough; Valve control means so associated with said second valve means as to actuate said second valve means in all of said dispensing conduits synchronously: a' control conduit connecting said ilrst valve means and said valve control means to said receptacle, said rst and second valve means being adapted for actuation to open position when fluid pressure to said nrst valve means and said valve control means is changed; and a control valve in said control conduit adapted for controlling the passage of iluid therethrough.

'1. In combination a iet motor: a receptacle containing uid under pressure; a plurality of containers of liquid propellants; a uid conduit connecting each of said containers to said receptacle; a dispensing conduit connecting each of said containers to said :let motor: valve means in each of said dispensing conduits adapted for controlling the passage of liquid therethrough; valve control means so associated with said valve means as to actuate said second valve means in all of said dispensing conduits synchronously; a. control conduit connecting said valve control means to said receptacle, said valve means being adapted for actuation to open position when iiuid pressure at said valve control means is changed; a control valve in said control conduit adapted for controlling the passage of fluid therethrough; and nuid flow restricting means in said control conduit between said control valve and said valve control means and adapted for retarding such a change of uid pressure at said valve control means upon actuation of said control valve.

8. In combination' a iet motor: a receptacle containing iluid under pressure; a plurality of containers of liquid propellants; a fluid conduit connecting each of said containers to said receptacle; rst valve means in said conduit adapted for controlling the passage of fluid therethrough: a conduit connecting each of said containers to said iet motor: second valve means in each of said dispensing conduits adapted for controlling the passage oi' liquid therethrough; valve control means so associated with said second valve means as to actuate said second valve means in all of said dispensing conduits sychronously; a control conduit connecting said iirst valve means and said valve control means to said receptacle, said ilrst and second valve means being adapted for actuation to open position when iluid pressure supplied to said first valve means' and said valve control means is changed in a given direction; and a control valve in said control conduit adapted for controlling the passage of uld therethrough, said control valve being adapted for venting said iilrst valve means and said valve control means when said control valve is in closed position; and restricting means in said control conduit between said control valve and said valve control means and adapted for retarding a change of uid pressure to said valve control means upon actuation of said control valve.

9. In a uid control system, the combination of a source of fluid under pressure, containers adapted for the storage of fluid, a uid pressure pipe connecting said source to said containers, dispensing conduits attached to said containers, a pressure actuated nist valve means in said duid pressure conduit, a pressure actuated second valve means in said dispensing conduits, a control conduit conveying the pressure from the source to the ilrst and second valve means, a control valve in the control conduit for delivering the pressure to operate the irst and second valve means. and means for delaying the delivery or operating pressure to the second valve means until after the operating pressure has been delivered to the ilrst valve means. v

DAVID A. YOUNG. 

